Aircraft refueling safety system

ABSTRACT

A system ensures the correct type of fuel is dispensed in an aircraft while removing the introduction of human error in the refueling process. The system includes an RFID tag disposed at one or more aircraft that electronically stores data such as engine type, engine hours, fuel type, tail number, and pilot/subscriber data for the aircraft on which the RFID tag is disposed. An RFID reader is disposed at or near a fuel dispensing mechanism, such as a fuel truck or tank. A signal indicative of fuel type is emitted from the RFID tag to the RFID reader. RFID tags on aircraft that are enrolled in the system&#39;s subscription service enable aircraft to be recognized by a module operating the fuel dispensing mechanism. Based on a comparison performed by the module, authorization to begin fueling is either permitted or declined.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 16/940,311 filed Jul. 27, 2020, issued Mar. 1, 2022, as U.S.Pat. No. 11,260,984, and entitled AIRCRAFT REFUELING SAFETY SYSTEM”;which is a continuation of U.S. patent application Ser. No. 16/283,628,filed on Feb. 22, 2019, issued as U.S. patent Ser. No. 10/723,477 onJul. 28, 2020, and entitled AIRCRAFT REFUELING SAFETY SYSTEM”; which isa continuation of U.S. patent application Ser. No. 15/657,025, filedJul. 21, 2017, issued as U.S. Pat. No. 10,239,630 on Mar. 26, 2019, andentitled “AIRCRAFT REFUELING SAFETY SYSTEM”; which is a continuation ofU.S. patent application Ser. No. 15/135,282, filed Apr. 21, 2016, issuedas U.S. Pat. No. 9,731,833 on Aug. 15, 2017, and entitled “AIRCRAFTREFUELING SAFETY SYSTEM”; which is a continuation of U.S. patentapplication Ser. No. 14/594,974, filed Jan. 12, 2015, issued as U.S.Pat. No. 9,340,298 on May 17, 2016, and entitled “AIRCRAFT REFUELINGSAFETY SYSTEM”, the disclosures of which are incorporated by referenceherein in their entirety.

BACKGROUND

Aviation turbine fuels are used for powering jet and turbo-prop engineaircraft. There are two main grades of turbine fuel in use for UnitedStates civil commercial aviation: Jet A-1 and Jet A, both of which arekerosene-type fuels. Avgas is a gasoline fuel that is used forreciprocating piston engine aircraft. Avgas grades are defined by theiroctane rating. Two ratings are applied to aviation gasolines: leanmixture and rich mixture ratings. Currently, the two major grades in useare: Avgas 100LL and Avgas 100.

The introduction of turbine fuels into a reciprocating engine can havedisastrous consequences. If this happens, the reciprocating engineaircraft will be able to operate for several minutes before a problem isrealized. Often, this allows the aircraft to taxi, take off, and climbto significant altitude before engine failure. The severity is easilyseen as fatalities directly result from the introduction of theincorrect type of fuel in such aircraft. As such, there is a great needto ensure that the wrong fuel is not introduced into a given type ofaircraft.

SUMMARY

Accordingly, an aircraft refueling safety system is provided herein. Thesystem comprises a module, which itself comprises a memory and one ormore processors in communication with the memory. The one or moreprocessors are configured to compare data wirelessly received from anRFID tag located at an aircraft to data manually entered by an operator.Each of the RFID tag data and the operator-entered data comprise dataidentifying the aircraft and the type of fuel required by the aircraft.The one or more processors are also configured to determine, based onthe comparison, if the RFID tag data matches the operator-entered data.If the RFID tag data matches the operator-entered data, an enable signalis transmitted to allow fuel to be dispensed to the aircraft. On theother hand, if the RFID tag data does not match the operator-entereddata, a disable signal is transmitted to prevent fuel from beingdispensed to the aircraft.

In view of the foregoing, an RFID tag is disposed on an aircraft andtransmits electronically-stored data including tail number, fuel type,aircraft performance history, maintenance data, and user account data toan RFID reader. The RFID reader ultimately transmits the data to amodule.

The module receives the data from the RFID tag via the RFID reader, thesame or similar data from an enterprise, and data manually entered by anoperator. The enterprise may be a subscription-based enterprise thatcoordinates owner or operator account data with nodes within the system,including modules, RFID tags, and RFID readers. The operator alsomanually enters aircraft identification and fuel type data.

The module is programmed to determine whether the type of fuel requiredby an aircraft corresponds to the type of fuel present in the fueldispensing mechanism, e.g., a fuel truck. Using data received from theRFID tag, the enterprise, and/or the operator, the module performs acomparison of the received fuel type data.

Based on the comparison, if the type of fuel in the fuel truck matchesthe type of fuel required by the aircraft (as read from the RFID tag,the enterprise data, and/or data manually input by an operator), thefuel is dispensed. On the other hand, if fuel type data received fromthe different sources do not match, then fuel is prohibited from beingdispensed. In such case, an alarm may be activated to indicate that thetype of fuel in the fuel truck does not match the type of fuel requiredby the aircraft. The alarm may include an audible and/or visual warningdisplayed to an operator, and a warning signal transmitted to theenterprise and/or owner or operator of the aircraft. Further, a cut-offsystem is activated that prevents dispensing the fuel.

DESCRIPTION OF THE FIGURES

For a more complete understanding of the concepts described herein,reference is now made to the following descriptions taken in conjunctionwith the accompanying drawings, in which:

FIG. 1 illustrates an aircraft refueling system according to anembodiment;

FIG. 2 illustrates components of a module that enables aircraftrefueling safety according to an embodiment;

FIG. 3 illustrates functional blocks executed to perform an aircraftrefueling safety method according to an embodiment; and

FIG. 4 illustrates components of an enterprise that enablesowners/operators of an aircraft to establish accounts and associateaircraft with such accounts for the purposes of ensuring aircraftrefueling safety according to an embodiment.

DETAILED DESCRIPTION

A system is provided for ensuring the correct type of fuel is dispensedin an aircraft while removing the introduction of human error in therefueling process. The system includes an RFID tag disposed on one ormore aircraft that electronically stores data such as engine type,engine hours, fuel type, tail number, and owner or operator data for theaircraft on which the RFID tag is disposed. An RFID reader is disposedat or near a fuel dispensing mechanism, such as a fuel truck or tank. Asignal indicative of fuel type is emitted from the RFID tag to the RFIDreader. RFID tags on aircraft that are enrolled in the system'ssubscription service enable aircraft to be recognized by a moduleoperating the fuel dispensing mechanism. Based on a comparison performedby the module, authorization to begin fueling is automaticallyinitiated, sparing the pilot from the process of swiping a card, payingwith currency, or entering data on a keypad.

For a given aircraft, a module in communication with the RFID readerdetermines if fuel type data received from the RFID tag matches fueltype data manually input from an operator and/or received from anothersource. The module is also in communication with a pump or similar fueldispensing mechanism and actuates or otherwise enables or disables thepump based on the determination. If the module determines that the fueltype data does not match, a warning is generated and the fuel dispensingmechanism is disabled. If the module determines there is a match, ittransmits an enable signal to the fuel dispensing mechanism to allowfueling. Therefore, the system is safe and reliable as it removes orreduces human error from the refueling process, and ensures the correctfuel is dispensed to an aircraft.

According to another aspect, the module receives data relating toaircraft that are enrolled in a subscription service provided by anenterprise of the system. The owner or operator of an aircraft mayparticipate in a subscription service whereby user account data isloaded into the system and distributed to a network of modules andnetwork-based storage or servers for use. Account data may includebilling or payment data, user preferences, and aircraft-specific data,such as tail number, fuel type, engine type, engineer hours, maintenancerecords, flight plans, and the like.

An enterprise that enables an owner or operator subscription servicestransmits owner or operator subscription data to the modules over anetwork. Accordingly, account services such as billing, etc., may beprovided in addition to aircraft refueling safety services. Datarelating to a given aircraft may be stored by the module for purposes ofthe comparison. Further, various types of data for a given aircraft maybe updated at the module as it receives additional data from anenterprise controller. The module may distribute the updated data toother modules, the RFID tag, and the FBO.

FIG. 1 illustrates aircraft refueling safety system 100. An aircraft insystem 100 is provided with RFID tag 101, which acts as a wireless basedsystem and includes a transmitter that is adapted to transmit data fromRFID tag 101 as a radio signal. RFID tag 101 is located on or within anaircraft and contains electronically-stored data including aircraftidentification data and aircraft owner or operator identification data.Aircraft identification data may include, e.g., an aircraftidentification number (e.g., tail number), aircraft fuel type, flighthistory or flight plan data, maintenance history data, and the like.Aircraft data in RFID tag 101 may also sufficiently identify the givenaircraft as being owned and/or operated by a party that subscribes toaircraft refueling safety enterprise 104 that comprises system 100.Owner or operator identification data in RFID tag 101 may include, e.g.,personal data, subscriber account data, payment data, and the like. Byway of example, RFID tag 101 may transmit the type and amount of fueldispensed to an aircraft so that a subscriber's account can be updated.This data can be transmitted to controls within the aircraft itself,e.g., to be used as a backup to current fuel storage tank measuringdevices.

RFID tag 101 includes a memory for storing data and may be read only, orread/write operable, so that electronically stored data may be updatedby writing data into the tag. This can be useful for updating datarelating to the aircraft itself as well as the owner or operator.Preferably, RFID tag 101 is passive and does not require a battery.Rather, power is supplied to RFID tag 101 by RFID reader 102. When radiowaves transmitted from RFID reader 102 are encountered by passive RFIDtag 101, a coiled antenna within RFID tag 101 forms a magnetic field.The field operates to energize circuits in RFID tag 101 and allows it tosend data encoded in its memory. Accordingly, during operation, RFID tag101 collects energy from radio waves transmitted by RFID reader 102 andacts as a passive transponder to provide the electronically stored datato RFID reader 102. This avoids the need for an additional power sourceand allows RFID tag 101 to be smaller and cheaper. In other embodiments,RFID tag 101 may be powered by electromagnetic induction from magneticfields produced near RFID reader 102, or include a local power source toincrease the range at which RFID tag 101 and RFID reader 102 maycommunicate. Preferably, RFID reader 102 is configured so that it maydetect the radio signal emitted by RFID tag 101 at any given orientationof the RFID reader 102 or polarization of the radio signal.

RFID tag 101 may be selected based on requirements of the aircraft andmay be programmable. That is, RFID tag 101 may emit a fixed radio signalselected from a plurality of RFID tags 101 that each emit differentsignals and are integrally formed or affixed to aircraft correspondingto a certain fuel type. Alternatively, a general RFID tag 101 may beintegrally formed or affixed to an aircraft and programmed to emit acertain frequency radio signal corresponding to a certain fuel type froma range of radio frequencies. With a programmable RFID tag 101, it maybe reprogrammed at a later time, e.g., when an aircraft is upgraded tooperate with a different fuel type. Also, a programmable RFID tag 101can be programmed to transmit updated data relating to new maintenancedata, new user account data, and the like.

RFID reader 102, which is in communication with module 103, ispreferably located at or near fuel providing means 105, which itself maybe a fuel truck, a tank, or the like. Fuel providing means 105 maycomprise a main body which typically houses the components necessary forproviding fuel and are dependent upon the type of fuel to be provided.The main body is not limited to any particular shape or construction.The main body may be fluidly coupled to a reservoir or the likecontaining the fluid-based fuel, and may include a fuel dispensingmechanism 107, e.g., pump that dispenses fuel from the main body of fuelproviding means 105. Module 103 actuates or otherwise enables ordisables fuel providing means 105 by transmitting an enable or disablesignal based on the operations performed by module 103.

RFID reader 102 may be located near or at any position on fuel providingmeans 105, such as a handle or nozzle of pump 107. RFID reader 102could, e.g., also be located on the main body or the fuel line of fuelproviding means 105. Further, RFID reader 102 may be located internallyto any of the above-mentioned components.

During operation of system 100 wireless modulated signals are bouncedfrom RFID tag 101 to RFID reader 102, which detects the stored aircraftidentification data and aircraft owner or operator identification dataand extracts such data from the wireless data structure. The format ofthe data structure itself will depend on the communication schemedemployed by RFID tag 101 and RFID reader 102. RFID reader 102communicates this data to module 103, which coordinates aircraftrefueling safety mechanisms described herein.

For a given aircraft, module 103 determines if fuel type data receivedfrom RFID tag 101 matches fuel type data manually input from an operatorvia a user interface and/or received from enterprise 104. Module 103 isalso in communication with fuel dispensing mechanism 105 and actuates orotherwise enables or disables the dispensing of fuel to an aircraftbased on the determination. That is, if module 103 determines that thefuel type data does not match, a warning is generated and the fueldispensing mechanism is disabled. If module 103 determines there is amatch, it transmits an enable signal to fuel dispensing mechanism 105 toallow fueling.

Data relating to (1) an account belonging to an owner or operatorenrolled in a subscription service provided by system 100, and (2)aircraft-specific data relating to the account is exchanged betweenmodule 103 and enterprise 104. Using the functionality provided byenterprise 104, an owner or operator of an aircraft may participate in asubscription service whereby user account and aircraft data is loadedinto system 100 and distributed to a network of modules 103 andnetwork-based storage or servers for use. Account data may includebilling or payment data, user preferences, and aircraft-specific data,such as tail number, fuel type, engine type, engineer hours, maintenancerecords, flight plans, and the like. Accordingly, data relating to anenrolled aircraft may be uploaded and stored in each module 103 withinsystem 100 for purposes of fuel-type comparison. The various types ofaccount and aircraft-specific data for an aircraft associated with anenrolled subscriber may be updated from time to time at each module 103,as additional data is provided by enterprise 104.

Enterprise 104 itself provides network and storage resources sufficientto interface with subscribers and communicate with each module 103 insystem 100 and corresponding fixed-based operators (FBO) 106. Each FBO106 in system 100 communicates with enterprise 104 and one or moremodules 103 to facilitate sharing and updating data relating to anenrolled aircraft within system 100. As discussed herein, a given FBO106 will typically communicate with enterprise 104 via a backhaulnetwork and modules 103 located at the same airport as the given FBO 106via a local network. By way of example, within system 100, enterprise104 communicates with modules 103 and their corresponding FBOs 106 toshare and update data relating to services such as fueling andmaintenance for each aircraft associated with an enrolled subscriber.Subscribers exchange data with enterprise 104 at subscribe interface111, which may be, e.g., an owner or operator computer, mobile device,or the like.

Enterprise 104 communicates with FBOs 106 over network 108 and aplurality of modules 103 over network 109, using one or a combination ofwired, cellular, or local networks. Communication networks 108 and 109may be distributed networks, having a plurality of base stations/eNodeBsthat coordinate with one another to perform operations described herein.However, it will be understood by those of skill in the art that all orportions of networks 108 and 109 will comprise a centralized location(perhaps one of a base station/eNodeB, a controller, or enterprise) toenable the operations.

Communication networks 108 and 109 may be implemented using a number ofwireless communication methods between FBOs 106 and correspondingmodules 103 over network 110, and a combination of wireless and/orwireline communication methods between enterprise 104, FBOs 106 andmodules 103. Such wireless methods include CDMA, TDMA, FDMA, OFDMA, andSC-FDMA schemes. A CDMA network may implement a radio technology, suchas Universal Terrestrial Radio Access (UTRA), TelecommunicationsIndustry Association's (TIA's) CDMA2000®, and the like. The UTRAtechnology includes Wideband CDMA (WCDMA) and other variants of CDMA.The CDMA2000® technology includes the IS-2000, IS-95 and IS-856standards from the Electronics Industry Alliance (EIA) and TIA. A TDMAnetwork may implement a radio technology, such as Global System forMobile Communications (GSM). An OFDMA network may implement a radiotechnology, such as Evolved UTRA (E-UTRA), Ultra Mobile Broadband (UMB),IEEE 802.11 (Wi-Fi), IEEE 802.16 (WiMAX), IEEE 802.20, Flash-OFDMA, andthe like. The UTRA and E-UTRA technologies are part of Universal MobileTelecommunication System (UMTS). 3GPP Long Term Evolution (LTE) andLTE-Advanced (LTE-A) are newer releases of the UMTS that use E-UTRA.UTRA, E-UTRA, UMTS, LTE, LTE-A and GSM are described in documents froman organization called the “3rd Generation Partnership Project” (3GPP).CDMA2000® and UMB are described in documents from an organization calledthe “3rd Generation Partnership Project 2” (3GPP2). The techniquesdescribed herein may be used for the wireless networks and radio accesstechnologies described above, as well as other wireless networks andradio access technologies. Preferably, enterprise 104 communicates withFBOs 106 and/or modules 103 using LTE or LTE-A wireless communicationmethods coupled with short range wireless systems, including WiFinetworks and the like, provided by FBO 106.

In view of the foregoing, RFID components in system 100 that wirelesslycommunicate with one another have a range of 20 to 300 feet. RF tag 101and RF reader 102 preferably operate in common frequencies that (1) donot interference with other communication in the vicinity, and (2) donot require a license from the regulating government authorities, e.g.,the Federal Communication Commission (FCC). According to one aspect, RFtag 101 and RF reader 102 may be pre-programmed to operate on theseunlicensed bands and further function to detect interference and takeappropriate steps to avoid such interference by e.g., schedulingcommunications during available time slots, utilizing different codingor modulation schemes, and switching channels for communication. So,while radio frequencies used in system 100 may vary, a specified bandwidth or band widths may be pre-designated to avoid interference withcommunication between the aircraft and local networks. Further, RFIDreader 102 and/or module 103 may further include interference detectionand avoidance functionality, whereby, e.g., RFID reader 103 transmits RFtones to RFID tag 101 at different frequencies to avoid the detectedinterference. Accordingly, RFID tag 101 may be configured to respond atdifferent frequencies.

Wireless communication can be accomplished with infrared transmittersand receivers, magnetic energy and the like. Otherwise, RFID tag 101 mayoperate from around 120 kHz up to 10 GHz depending upon their intendeduse and design specification. Other radio frequencies of operation arethought to include 30 kHz to 30 MHz, preferably a High Frequency (HF)signal, e.g. from 1 MHz to 15 MHz, more preferably from 12 MHz to 14MHz, e.g. 13.56 MHz. Alternatively, the radio frequency used may be anUltra High Frequency (UHF) signal, e.g. from 300 MHz to 3 GHz,preferably from 500 MHz to 1 GHz, more preferably from 750 MHz to 900MHz, such as the 900 MHz ISM band.

According to one aspect, the frequency of signals transmitted from RFIDtag 101 may correlate to the type of fuel required by the correspondingaircraft. For example, a radio signal of 300 kHz may correspond to apetrol powered aircraft, while a radio signal of 500 kHz may correspondto a diesel powered aircraft.

FIG. 2 illustrates, in more detail, components of a module that enablesaircraft refueling safety according to the concepts described herein.Referring to FIG. 2 , module 200 may correspond to module 103illustrated in FIG. 1 . Components of module 200 may comprise hardware,software, firmware, program code, or other logic (for example, ASIC,FPGA, etc.), as may be operable to provide the functions describedherein. Module 200 comprises components that, when executing operationsdescribed herein, effectuate aircraft refueling safety mechanisms. Eachof these components can be separate from, or integral with, module 200.

The functionality and operations of module 200 are controlled andexecuted through processor(s) 201 and specialized software executingthereon. Processor(s) 201 may include one or more core processors,central processing units (CPUs), graphical processing units (GPUs), mathco-processors, and the like. Processor(s) 201 execute program logic,whether implemented through software stored in a memory 202 or infirmware in which logic is integrated directly into integrated circuitcomponents. Module 200 may communicate wirelessly with other systemcomponents, such as multiple nodes comprising enterprise/serviceprovider 104, multiple aircraft RFID tags 101, RFID readers 102, andfuel providing means 105 through various radios, such as wireless radio203, such as one or more of wireless wide area network (WWAN) radios andwireless local area network (WLAN) radios. If a WWAN radio is includedas one of the radios in wireless radio 203, communication wouldgenerally be allowed to communicate over a long range wirelesscommunication network such as 3G, 4G, LTE, and the like. Various WLANradios, such as WIFI™ radios, BLUETOOTH® radios, and the like, wouldallow communication over a shorter range. Module 200 may also providecommunication and network access through a wired connection with networkinterface 204. The wired connection may connect to the public-switchedtelephone network (PSTN), or other communication network, in order toconnect to the Internet or other accessible communication network.

Module 200 may include memory 202 that stores radio signals that areused to determine if the correct fuel is to be inserted into theaircraft. Memory 202 may be provided as a separate component and affixedto or formed integrally with module 200. The exact location of memory202 is not limited and memory 202 may be provided with any form ofcommunication means to communicate with RFID reader 102 and module 200.Indeed, memory 202 may be provided in a remote location, at e.g.,enterprise 104, and simply communicate radio signals to comparator 212.Memory 202 may include any type of data storage means such as computerreadable memory or the like.

Preferably, memory 202 stores aircraft identification data 205 and owneror operator identification data 206. Aircraft identification data 205may include, e.g., an aircraft identification number (e.g., tailnumber), aircraft fuel type, flight history or flight plan data,maintenance history data, and the like. Aircraft identification data 205may also sufficiently identify the given aircraft as being owned and/oroperated by a party that subscribes to aircraft refueling safetyenterprise/service provider. Owner or operator identification data 206may include, e.g., personal data, subscriber account data, payment data,and the like.

Under control of processor(s) 201, program logic stored on memory 202,including aircraft application 207, subscriber application 208, operatorapplication 209, correlation engine 210, and other applications areexecuted to provide the functionality of module 200, includingcommunications, storage, computation, filtering, analysis, andcorrelation of aircraft data (including required fuel type) andsubscriber data (including fuel type associated with an account), andtransmitting data to system components to ensure aircraft refuelingsafety. Various operating applications may be displayed visually to theuser via user interface 211. By way of example, user interface 211presents user-facing data such as an indication of the type and amountof fuel currently supplied to, or being supplied to, a given aircraft.Other indicia for distinguishing fuel providing means 105 and anaircraft, such as numbers or letters, may also be provided.

User interface 211 includes various hardware and software applicationsthat control the rendering of visual data onto the display screen ofmodule 200 (not shown). User interface 211, under control of theprocessor(s) 201, controls and operates all forms of interfaces betweenthe user and module 200. As such, when module 200 is implemented using atouch screen display, user interface 211 may read the user's input andfinger motions on the touch screen and translate those movements orgestures into electronic interface commands and data entry. Variousembodiments of user interface 211 also will render visual data throughprocessing, controlled by processor(s) 201, and display that visual dataon the display. During input to a touch screen device, user interface211 may be receiving and analyzing input data from a user's fingermovements and gestures on the display screen. User interface 211 mayoperate along with other peripheral input devices such as a keyboard, amouse, a stylus, and the like.

Aircraft application 207 may configure processor(s) 201 to extractstored aircraft identification data 205 to effectuate operationsdescribed herein. Aircraft application 207 may be interfaced withsubscriber application 208, operator application 209, and correlationengine 210 to correlate fuel type data between (1) aircraftidentification data 205, (2) owner or operator identification data 206,and/or (3) data input by the operator. Correlating fuel type datareceived from RFID tag 101, enterprise 104, and from the operator addsredundant safety before a particular type of fuel is allowed to bedispensed to the given aircraft.

Subscriber application 208 may further configure processor(s) 201 toextract stored owner or operator data 206 to effectuate operationsdescribed herein. Subscriber application 208 may extract personal data,subscriber account data, payment data, and the like to correlate fueltype data as described herein. Subscriber application 208 may furtherread data received from enterprise 104 on a periodic basis and instructprocessor(s) 201 to store updated or additional data as owner oroperator data 206.

Operator application 209 may further configure processor(s) 201 toextract data manually received from an operator via user interface 211to effectuate operations described herein. Execution of operatorapplication 209 is optional. However, operation application 209 ispreferably executed because it requires that operator data be manuallyinput as a means to add redundant safety before the system or theoperator allows a particular fuel type to be dispensed to a givenaircraft.

Correlation engine 210 is preferably interfaced with aircraftapplication 207, subscriber application 208, and operator application209 to correlate data received from the applications. Correlation engine210 may configure processor(s) 201 to launch a comparison of fuel typedata received from various sources in response to an operator selectionto initiate a fuel type comparison and transmit an enable or disablesignal based on the comparison. In some of these embodiments,processor(s) 201 may employ user interface 211 to receive operator inputto and establish a connection with other system components to transmitthe enable or disable signals. Further, correlation engine 210 may alsocause a comparison to launch simply in response to detecting signalsfrom one or more RFID tags 101 via RFID reader 102 or requests to launcha comparison from enterprise 104.

Module 200, under operation of correlation engine 210, may be furtherconfigured to transmit fuel type comparison results, as well as updatedaircraft identification data 205 and owner or operator identificationdata 206 at predetermined intervals. Because this data may change overtime, such updated data may be stored in RFID tags 101 andenterprise/service provider 104 to reflect changes to user accounts,aircraft records, and the like. Radio 203, module interface 204, andenterprise interface 213 may configure processor(s) 201 to establish aconnection for module 200 and system components to transmit such data.

Preferably, correlation engine 210 comprises or operates in conjunctionwith comparator 212. Comparator 212 may be provided as a separatecomponent and affixed to, or integrally formed with, module 200. As withmemory 202, comparator 212 is provided with any form of suitablecommunication means so as to communicate with module 200, memory 202,the various applications and engines therein, fuel providing means 105,and alarm 215.

During operation, aircraft identification data 205 is received at RFIDreader 102 from RFID tag 101 and is ultimately communicated to module200. This data may be stored and otherwise processed or filtered byaircraft application 207. Also, owner or operator data 206 is receivedvia enterprise interface 213. This data may be stored or otherwiseprocessed or filtered by subscriber application 208. Data may also bemanually input by an operator. This data may be stored or otherwiseprocessed or filtered by operation application 209. Correlation engine210, executing or operating with comparator 212, may call each ofaircraft application 207, subscriber application 208, and operationapplication 209 to retrieve the needed data. In doing so, correlationengine 210 may compare aircraft identification data 205 (received fromRFID reader 102) to (1) owner or operator identification data 206(received from enterprise service provider 104 via enterprise interface213), and/or (2) data manually entered by a system operator (receivedvia user interface 211). As mentioned, module 200 preferably requiresmanual entry of fuel type data from a system operator as a means toensure the operator is paying attention to the fuel to be dispensed.

According to an embodiment, the data compared by comparator 212 may bein the form of coded data that represents fuel type. Comparator 212 maycompare the two codes and, if a match is found, module 200 transmits anenable signal to fuel providing means 105. The enable signal may bereceived at fuel providing means 105 and operate a circuit or othercomponent, e.g., relay 112, to actuate fuel providing means 105 to allowfuel to be dispense to the aircraft. On the other hand, if comparator212 determines the codes do not match, a disable signal operates onrelay 112 to actuate fuel providing means 105 to prevent fuel from beingdispensed to the aircraft.

Memory 202 and comparator 212 may communicate with alarm 215.Additionally, either one of the components may be integrally formed withmodule 200 and alarm 215. Alarm 215 is provided with suitable means tocommunicate with comparator 212. For example, this could includephysically connecting alarm 215 to comparator 212 via electric wires orthe communication link could be wireless. The communication link may bea one or two-way link, such that alarm 215 may communicate withcomparator 212.

If the data compared by comparator 212 does not match, a warning willalso be activated by alarm 215, alerting the operator of fuel providingmechanism 105 that they are using the wrong fuel for the aircraft. Alarm215 generates a warning signal which is one of: a visual based signal; asound based signal; a visual and sound based signal; a vibration signal;a visual and vibration based signal; a sound and vibration based signal;and a visual, sound, and vibration based signal. In conjunction withactivation of alarm 215, as discussed, module 200 also effectuates aphysical block or prevention of the transfer of fuel. As such, theoperator cannot simply ignore the warning signal, as the operator cannotrefuel the aircraft until the correct fuel is provided.

FIG. 3 illustrates functional blocks executed to perform an aircraftrefueling safety method according to the concepts described herein.Specifically, FIG. 3 illustrates functional blocks executed by a modulesuch as module system 103 illustrated at FIG. 1 and/or module 200illustrated at FIG. 2 .

At step 301, the module compares data wirelessly received from an RFIDtag located at an aircraft to data manually entered by an operator. Eachof the RFID tag data and the operator-entered data may comprise dataidentifying the aircraft and the type of fuel required by the aircraft.As discussed, RFID tag data may be transmitted to module 300 when theRFID tag is activated. This may be done either passively or actively(via a battery or aircraft power supply). Once the RFID reader is withinthe transmitting range of RFID tag, the radio signal is detected by theRFID reader and communicated to module 300.

In performing the comparison, module 300 compares the radio signalreceived from the RFID tag to a predetermined radio signal assigned tothe fuel dispensing mechanism. The predetermined radio signal maycorrespond to the type of fuel in the fuel dispensing mechanism. Thatis, the predetermined radio signal may be set to a specific frequency ortype of signal that corresponds to the fuel in the fuel dispensingmechanism. For example, the predetermined radio signal may include aplurality of signals or include a frequency band of acceptable radiosignal frequencies or the like. This could include estimating an error(e.g., the frequency of the radio signal is within 10% of the frequencyof the predetermined radio signal) or checking that the radio signal, orfrequency thereof, lies in an acceptable frequency band. This may beparticularly useful in a retrofit system or the like.

It should also be appreciated that module 300 may also compare the RFIDtag data and/or the operator-entered data to data received from anenterprise. The enterprise data may also include data identifying theaircraft and the type of fuel required by the aircraft. Ultimately, thecomparison between the radio signal received from the RFID tag and thepredetermined radio signal associated with the fuel dispensing mechanismis utilized to make decisions and take further action, as discussedherein.

At step 302, the module determines if the RFID tag data matches theoperator-entered data. The determination is based on the comparisonperformed at step 301. That is, module 300 determines whether or notfuel dispensing mechanism dispenses the correct fuel by analyzing andcomparing the radio signal to the predetermined signal. In the evententerprise data is received, module 300 also determines if theenterprise data matches the RFID tag data and the operator-entered data.

At step 303, if the RFID tag data matches the operator-entered data,module 300 transmits an enable signal to allow fuel to be dispensed tothe aircraft. In this case, fueling is allowed to proceed. According toan embodiment, step 303 may result in no action being taken as the fuelin the fuel dispensing mechanism is determined to be valid. That is, thefuel dispensing mechanism is determined to provide the correct type offuel to the aircraft, and the provision of fuel from the fuel dispensingmechanism is allowed to proceed according to standard fueling procedure.In this embodiment, no warning is generated and the operator simplyoperates the fuel dispensing mechanism as appropriate; for example, byoperating the fuel pump. Fuel is therefore able to pass from the nozzleof the fuel dispensing mechanism 10 to the fuel tank of the aircraft viathe fuel line. The pump itself may or may not be activated prior to thecompression of a trigger. In other words, the trigger may control theflow of fuel to the aircraft, and may also include operation (i.e.,activation) of the pump.

At step 304, if the RFID tag data does not match the operator-entereddata, module 300 transmits a disable signal to prevent fuel from beingdispensed to the aircraft. The disable signal may be sufficient tomechanically actuate fuel dispensing components to prevent them frombeing able to dispense fuel. Further, the disable signal may effectuatea visual and/or audio alarm.

At step 305, module 300 triggers an alarm if the fuel types do notmatch. The alarm is triggered in response to the determination made atstep 302. The alarm, which may comprise a visual and/or audio alarm, maybe displayed to an operator via the module's interface, and transmittedto the enterprise and/or the owner operator.

According to an embodiment, module 300 compares the detected radiosignal and determines the level of correspondence, which is thentransmitted to an alarm unit. If the alarm unit is positioned at module300, then module 300 may further comprise a transmitter and/or anencoder or modulator for communication with the alarm unit. In thisregard, module 300 may transmit the radio signal or determination ofcorrespondence over a distance greater than the transmitting rangebetween the RFID tag and the RFID reader.

As such, at step 306, module 300 compares the RFID tag data to datareceived from an enterprise. In at least one embodiment, module 300 mayalso compare the operator-entered data to data received from theenterprise. As mentioned, the enterprise data may include dataidentifying the aircraft and the type of fuel required by the aircraft.It should also be appreciated that the RFID tag data and the enterprisedata may also include account data relating to an owner or operator ofthe aircraft. This data may be compared to determine if data storedwithin the RFID, the manually entered data, and the data and provided bythe enterprise are current. If the data matches, at step 307, it isdetermined that no update is need. If the data does not match, at step308, an update is transmitted to at least one of the RFID tag, themodule for display to the operator, and the enterprise, depending onwhich data source is not current.

Further, module 300 may store data relating to the amount of fueldispensed and other data read from the RFID tag. Module 300 may furtheroperate to communicate such data to the enterprise as a means ofproviding real-time, or iterative, updates for account data at theenterprise itself.

FIG. 4 illustrates components of an enterprise that enablesowners/operators of an aircraft to establish accounts and associateaircraft with such accounts for the purposes of ensuring aircraftrefueling safety according to the concepts described herein. Referringto FIG. 4 , enterprise 400 may correspond to enterprise 104 illustratedin FIG. 1 . Components of enterprise 400 may comprise hardware,software, firmware, program code, or other logic (for example, ASIC,FPGA, etc.), as may be operable to provide the functions describedherein.

Enterprise 400 provides an interface with end users to createsubscription accounts, store and update account data, and communicateaccount data to FBOs 106 and/or modules 103 within system 100.Accordingly, enterprise 400 includes at least end user network nodes 401a-401 n and one or more controllers 402. Controllers 402 may compriseprocessors, storage, and communication components to provide thefunctionality described herein. By way of example, controller 402 mayleverage local storage, cloud storage, and distributed components acrossone or more networks.

During operation, enterprise 400 may receive transaction data frommodules 103, update user accounts to reflect the transaction data, anddistribute the updated data across system 100. Further, enterprise 400may include a fuel-payment solution that can be used in refueling safetysystem 100 to pay for fuel purchases. Enterprise 400 preferably providesits own payment-based software, which is linked to the a point-of-sale(POS) system installed in modules 103, allowing users to be billed byenterprise 400. RFID tag 101 may be encoded with a list of credentialsindicating the billing history, account data, user preferences, and thelike. As such, if a pilot or user were to pay via their subscriberaccount, that data, along with the RFID tag 101 number would be routedthrough module 103 to enterprise 400.

The invention claimed is:
 1. An aircraft refueling safety module,comprising: a memory, and one or more processors in communication withthe memory, the one or more processors configured to: compare datawirelessly received from a first data source, the first data source datacomprising at least: a type of fuel required by an aircraft; to datareceived from a second data source not located at the aircraft, thesecond data source data comprising at least: the type of fuel requiredby the aircraft; determine, based on the comparison, if the first datasource data matches the second data source data; and if the first datasource data matches the second data source data, allow fuel to bedispensed to the aircraft, or if the first data source data does notmatch the second data source data, prevent fuel from being dispensed tothe aircraft.
 2. The aircraft refueling safety module of claim 1 wherethe one or more processors is further configured to: compare the firstdata source data and the second data source data to data received froman enterprise, the enterprise data comprising at least one of: the typeof fuel required by the aircraft; determine, based on the comparison, ifthe enterprise data matches the first data source data and the seconddata source data; and if the enterprise data matches the first datasource data and the second data source data, allow fuel to be dispensedto the aircraft, or if the enterprise data does not match the first datasource data and the second data source data, prevent fuel from beingdispensed to the aircraft.
 3. The aircraft refueling safety module ofclaim 2 where the one or more processors is further configured to:enable, if the enterprise data does not match the first data source dataand the second data source data, an operator alarm signal.
 4. Theaircraft refueling safety module of claim 2 where the first data sourcedata further comprises account data relating to an owner or operator ofthe aircraft and the enterprise data further comprises account datarelating to the owner or operator of the aircraft.
 5. The aircraftrefueling safety module of claim 4 where the one or more processors isfurther configured to: compare the first data source data relating tothe owner or operator of the aircraft to the enterprise data relating tothe owner or operator of the aircraft; determine, based on thecomparison, if the first data source data relating to the owner oroperator of the aircraft or the enterprise data relating to the owner oroperator of the aircraft must be updated; and if an update is required,transmit the updated data to at least one first data source or theenterprise.
 6. The aircraft refueling safety module of claim 1 where theone or more processors is further configured to: enable, if the firstdata source data does not match the second data source data, an operatoralarm signal.
 7. The aircraft refueling safety module of claim 1 wherethe one or more processors is further configured to: transmit the dataindicating the type and amount of fuel dispensed to an enterprise.
 8. Anaircraft refueling safety method, the method comprising: comparing, atone or more modules, data wirelessly received from a first data source,the first data source data comprising at least: a type of fuel requiredby an aircraft to data received from a second data source not located atthe aircraft, the second data source data comprising at least: the typeof fuel required by the aircraft; determining, at the one or moremodules, based on the comparison, if the first data source data matchesthe second data source data; and if the first data source data matchesthe second data source data, allowing fuel to be dispensed to theaircraft, or if the first data source data does not match the seconddata source data, prevent fuel from being dispensed to the aircraft. 9.The aircraft refueling safety method of claim 8 further comprising:comparing, at the one or more modules, the first data source data andthe second data source data to data received from an enterprise, theenterprise data comprising at least one of: the type of fuel required bythe aircraft; determining, at the one or more modules, based on thecomparison, if the enterprise data matches the first data source dataand the second data source data; and if the enterprise data matches thefirst data source data and the second data source data, allowing fuel tobe dispensed to the aircraft, or if the enterprise data does not matchthe first data source data and the second data source data, preventingfuel from being dispensed to the aircraft.
 10. The method of claim 9further comprising: enabling, if the first data source data does notmatch the second data source data, an operator alarm signal.
 11. Theaircraft refueling safety method of claim 9 further comprising:enabling, if the enterprise data does not match the first data sourcedata and the second data source data, an operator alarm signal.
 12. Theaircraft refueling safety method of claim 9 where the first data sourcedata further comprises account data relating to an owner or operator ofthe aircraft and the enterprise data further comprises account datarelating to the owner or operator of the aircraft.
 13. The aircraftrefueling safety method of claim 12 further comprising: comparing, atthe one or more modules, the first data source data relating to theowner or operator of the aircraft to the enterprise data relating to theowner or operator of the aircraft; determining, at the one or moremodules, based on the comparison, if the first data source data relatingto the owner or operator of the aircraft or the enterprise data relatingto the owner or operator of the aircraft must be updated; and if anupdate is required, transmitting the updated data to at least one firstdata source or the enterprise.
 14. The aircraft refueling safety methodof claim 8 further comprising: transmitting, from the one or moremodules, the data indicating the type and amount of fuel dispensed to anenterprise.